Transmission having multiple ratio planetary gear unit in series with an auxiliary gear unit

ABSTRACT

A multiple ratio transmission having a planetary primary gear unit producing forward ratios and a reverse ratio, and a planetary auxiliary gear unit in series with the primary gear unit producing a direct drive ratio and either an underdrive ratio or an overdrive ratio. The transmission produces six or seven forward ratios and two reverse ratios by combining the ratios of the primary and auxiliary gear units. Five friction clutches and brakes plus one one-way clutch control operation of the primary unit, and operation of the auxiliary unit is controlled by a clutch and a brake plus one one-way clutch. The same six or seven ratios can be achieved with a total of seven friction clutches and brakes in the primary and auxiliary unit by deleting the one-way clutches.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional of the co-pending U.S. patentapplication Ser. No. [11/010,075 filed Dec. 10, 2004 now U.S. Pat. No.7,198,586.

BACKGROUND OF THE INVENTION

This invention relates to the field of power transmissions for motorvehicles. More particularly, it pertains to an automatic transmissionfor an automotive vehicle having an auxiliary gear unit and a primarygear unit. The auxiliary gear unit produces a direct drive ratio and caneither underdrive or overdrive its output.

Various techniques have been used to increase the number of gear ratiosproduced by a multiple speed ratio automatic transmission that employs asimple planetary gearset arranged in series with a compound planetarygearset. For example, U.S. Pat. Nos. 5,755,637 and 5,43,825 disclose anautomatic transmission for a motor vehicle that includes a compoundplanetary gearset coaxial with an input shaft and operating undercontrol of clutches and brakes to establish first to fourth forwarddrive ratios. A simple planetary gear set coaxial with an output shaftand provides a fifth forward drive ratio by further increasing thepre-established fourth ratio. A chain and sprocket coupler deliversrotary power from the compound planetary gearset to the simple planetarygearset.

There is, however, a need for automatic transmissions to produce anincreasing larger number of gear ratios and wider ratio spans. Largerratio spans improve drive-away performance and fuel economy at the sametime. Preferably a six-speed transmission would provide a ratio span ofat least 6.0, and a seven-speed transmission would have a ratio span of8.0 or greater.

It is desired that a transmission having six or seven forward ratiosshould provide also multiple reverse gear ratios to enhance performancein winter driving conditions. Preferably, a transmission would alsoprovide engine braking at least optionally over a range of forwardratios.

SUMMARY OF THE INVENTION

This invention relates to a transmission kinematic arrangement capableof achieving multiple forward gear ratios and two reverse ratios withtwo planetary gear units arranged in series and controlled by a minimumnumber of friction clutches and brakes.

The transmission can operate in six or seven forward speed ratios withfew structural changes to the components or the assembly. The twoavailable reverse gear ratios provide a preferred range of options thatis particularly useful to an operator in winter driving or whenever roadconditions are slippery. Auxiliary coast clutches arranged in serieswith overrunning one-way clutches provide engine braking over a range ofsuitable forward ratios.

The overall ratio span produced by the transmission with gears andpinions having preferred sizes is 6.0 for the six-speed version and 8.0for the seven-speed version. Larger ratio spans improve drive-awayperformance and improve fuel economy compared to a transmission having anarrower span of ratios.

A multiple ratio transmission according to this invention having theseand other advantages includes a planetary primary gear unit producingforward ratios and a reverse ratio, and a planetary auxiliary gear unitin series with the primary gear unit producing a direct drive ratio andeither an underdrive ratio or an overdrive ratio. The transmissionproduces six or seven forward ratios and two reverse ratios by combiningthe ratios of the primary and auxiliary gear units. Five frictionclutches and brakes control operation of the primary unit, and operationof the auxiliary unit is controlled by a clutch and a brake.

Various objects and advantages of this invention will become apparent tothose skilled in the art from the following detailed description of thepreferred embodiment, when read in light of the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a transmission according to thisinvention that includes an auxiliary gear unit for alternately producinga direct drive ratio and an underdrive ratio;

FIG. 2 is a chart indicating the status of the clutches and brakes foreach forward and reverse ratio and the magnitude of the gear ratios andthe ratio steps for the transmission of FIG. 1;

FIG. 3 is a chart containing a preferred number of teeth of each gearand pinion of the transmission of FIG. 1;

FIG. 4 is a schematic diagram of another transmission according to thisinvention that includes an auxiliary gear unit for alternately producinga direct drive ratio and an overdrive ratio;

FIG. 5 is a chart indicating the status of the clutches and brakes foreach forward and reverse ratio and the magnitude of the gear ratios andthe ratio steps for the transmission of FIG. 4;

FIG. 6 is a chart containing a preferred number of teeth of each gearand pinion of the transmission of FIG. 4;

FIG. 7 is a chart indicating the status of the clutches and brakes foreach forward and reverse ratio and the magnitude of the gear ratios andthe ratio steps for a seven speed version of the transmission of FIG. 1;

FIG. 8 is a chart containing a preferred number of teeth of each gearand pinion of the transmission of FIG. 7;

FIG. 9 is a chart indicating the status of the clutches and brakes foreach forward and reverse ratio and the magnitude of the gear ratios andthe ratio steps for a seven speed version of the transmission of FIG. 4;

FIG. 10 is a chart containing a preferred number of teeth of each gearand pinion of the transmission of FIG. 12.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring now to the drawings, there is illustrated in FIG. 1 atransmission 10 having a hydrokinetic torque converter 12 driveablyconnected to an engine crankshaft 14. The torque converter includesthree bladed wheels: an impeller 16, turbine 18, and stator 20, whichtogether define a toroidal fluid flow circuit within the casing of thetorque converter. The stator 20 is supported on an overrunning brake 22,which anchors the stator to the shaft to prevent rotation of the statorin a direction opposite to the direction of rotation of the impeller andto permit free-wheeling rotation in the opposite direction. Turbine 18is connected to a transmission input 24. A bypass or lock-up clutch 26,located between crankshaft 14 and input 24, direct mechanically connectsthe engine shaft and input when the clutch is engaged. When clutch 26 isdisengaged, engine shaft 14 and input 24 are hydrodynamically connectedthrough operation of the torque converter 12.

A primary gear unit 30 includes two interconnected planetary gearsets.The first gearset includes a sun gear 34, ring gear 36, carrier 38 andplanetary pinions 40, rotatably supported on carrier 38 and incontinuous meshing engagement with sun gear 34 and ring gear 36. Thesecond gearset includes a sun gear 40, ring gear 42, carrier 44 andplanet pinions 46, rotatably supported on carrier 44 and in continuousmeshing engagement with sun gear 40 and ring gear 42.

A forward clutch 46, a hydraulically actuated friction clutch,releasably connects input 24 and sun gear 34. A direct clutch 48, ahydraulically actuated friction clutch, releasably connects input 24 andcarrier 44. A low/reverse brake 50, releasably holds ring gear 36 andcarrier 44 fixed against rotation on the transmission housing 52. Anoverrunning low clutch 54, arranged in parallel with clutch 50, providesa one-way drive connection between housing 52 and ring gear 36 andcarrier 44 in one rotary direction and permits ring gear 36 and carrier44 to rotate relative to the housing in the opposite direction. Anintermediate brake 56, a band brake, releasably holds sun gear 40 anddrum 58 fixed against rotation on the transmission housing 52. A reverseclutch 60, a hydraulically actuated friction clutch, releasably connectsinput 24 and drum 58, which is driveably secured to sun gear 40. Carrier44 is secured to ring gear 36. Carrier 38 is secured to ring gear 42.

An auxiliary planetary gear unit 62 alternately produces a direct driveratio or an underdrive ratio depending on the engaged or disengagedstate, respectively, of an auxiliary clutch. Gear unit 62 includes a sungear 64, ring gear 66, carrier 68 and planetary pinions 70, rotatablysupported on carrier 68 and in continuous meshing engagement with sungear 64 and ring gear 66. Ring gear 66 is driveably connect to carrier38, by a chain drive 72 or a set of meshing gears.

An auxiliary direct clutch 76, a hydraulically actuated friction clutch,releasably connects sun gear 64 and carrier 68. An auxiliary one-waybrake 80, arranged in parallel with coast brake 78, provides a one-waydrive connection between housing 52 and sun gear 64 in one rotarydirection and permits sun gear 64 to rotate relative to the housing inthe opposite direction. The auxiliary coast brake 78, a hydraulicallyactuated friction brake, releasably connects sun gear 64 and the housing52.

Carrier 68 is driveably connected to a pinion 82 of a final drive unit,the pinion being in meshing engagement with a gear 84, which isdriveably connected to the central bevel gears 86 of a differentialmechanism 88. The differential mechanism transmits power differentiallybetween carrier 68 and the driven wheels of the vehicle through axleshafts 90, 92 and side bevel gears 94, 96, which mesh with bevel gears86.

FIG. 2 is a chart indicating the engaged and disengaged status of theclutches and brakes corresponding to each forward ratio and reverseratio produced by the transmission of FIG. 1. The primary unit 30produces four forward ratios and a reverse ratio; the auxiliary unit 62produces a direct drive ratio and an underdrive ratio; and thetransmission produces six forward ratios and two reverse ratios. In FIG.2, “X” indicates engagement of the friction clutches and brakes andtransmission of torque by the overrunning clutches and brakes. “O/R”indicates a one-way clutch or brake is overrunning. A blank indicatesthere is no relative rotation across the clutch or brake, or that notorque is being transmitted by the clutch or brake.

The first forward ratio is produced by engaging forward clutch 46, whichcauses low one-way clutch 54 to drive and hold ring gear 36 and carrier44 fixed against rotation, and auxiliary one-way brake 80 to drive andhold sun gear 64 fixed against rotation. This action causes the primaryunit 30 to produce its first forward ratio and the auxiliary unit 62 tooperate in an underdrive ratio. Sun gear 34 is driveably connected toinput 24, ring gear 36 is fixed against rotation, and carrier 38 isunderdriven in relation to the speed of input 24. In the auxiliary unit,ring gear 66 is driven at the speed of carrier 38, sun gear 64 is heldagainst rotation, and an additional speed reduction occurs in auxiliarygear unit 62, whereby carrier 68 underdrives output 81 in relation tothe speed of input 24.

An upshift to the second forward ratio results by switching theauxiliary unit from underdrive to direct drive operation by engaging theauxiliary direct clutch 76, which causes the auxiliary one-way clutch 80to overrun and driveably connects carrier 68 and sun gear 64 mutually.This action allows the primary unit 30 to continue to produce its firstforward ratio and the auxiliary unit 62 to operate in a direct driveratio. The primary unit 30 underdrives its output, carrier 38, throughthe same torque path as in the first forward transmission ratio, and theauxiliary gear unit 62 is locked-up due to the drive connection betweencarrier 68 and sun gear 64 through the auxiliary direct clutch 76.Output 81 and carrier 68 are underdriven at the same speed as carrier38.

The third forward ratio is produced by engaging forward clutch 46 andintermediate band 56 and by operating the auxiliary unit 62 in theunderdrive ratio. This action causes the primary unit 30 to produce itssecond forward ratio. With sun gear 40 held fixed against rotation,thereby causing one-way-clutch 54 to overrun, carrier 38 is underdrivenin relation to the speed of input 24 and sun gear 34, and ring gear 66is driven at that underdriven speed. The auxiliary gear unit 62 furtherreduces the speed of carrier 68 and output 81 in relation to the speedof the ring gear 66 by releasing auxiliary direct clutch 76 at the sametime.

The fourth forward ratio is produced when forward clutch 46 is engaged,direct clutch 48 is engaged, and intermediate band 46 is released,thereby causing one-way clutch 54 to continue over-rolled and to keepthe auxiliary unit 62 in the underdrive ratio operation mode. Thisaction causes the primary unit 30 to produce its third forward ratio, adirect drive ratio. Sun gear 34 and ring gear 36 rotate at the speed ofinput 24, and carrier 38 and ring gear 66 rotate at the speed of input24. The auxiliary unit 62 produces a speed reduction because sun gear 64is fixed against rotation and the output 81 is underdriven in relationto the speed of input 24.

The fifth forward ratio is produced when the primary unit 30 operates inits third forward ratio and auxiliary unit 62 operates in its directdrive ratio. With the transmission 10 so disposed, primary unit 30 islocked-up because ring gear 36 and sun gear 34 are driveably connectedto input 24 through direct clutch 48 and forward clutch 46,respectively. Similarly, the auxiliary gear unit 62 is locked-up becausecarrier 68 is driveably connected to sun gear 64 through the auxiliarydirect clutch 76. Therefore, output 81 is driven at the speed of input24.

The sixth forward ratio is produced by disengaging forward clutch 46,engaging intermediate band 56 and direct clutch 48, and by operatingauxiliary unit 62 in its direct drive ratio. This action causes theprimary unit 30 to produce its fourth forward ratio. With sun gear 40fixed against rotation and providing a torque reaction, input 24 isdriveably connected to carrier 44 due to the engagement of direct clutch48, and the first output, ring gear 42 and carrier 38, is overdriven inrelation to the speed of input 24. The auxiliary gear unit 62 islocked-up due to the engagement of auxiliary direct clutch 76, and theoutput 81 is overdriven relative to the speed of input 24

The primary unit 30 produces a first reverse ratio by engaging low/brake50 and reverse clutch 60. Brake 50 holds carrier 44 and ring gear 36fixed against rotation; reverse clutch 60 driveably connects input 24 tosun gear 40. This underdrives the first output, ring gear 42 and carrier38, in a reverse direction relative to input 24.

Operating the primary unit 30 in its reverse ratio and operating theauxiliary unit 62 in its underdrive ratio by engaging auxiliary coastclutch 78 produce a first transmission reverse ratio. Operating theprimary unit 30 in its reverse ratio and operating the auxiliary unit 62in its direct drive ratio by disengaging auxiliary coast clutch 78 andengaging auxiliary direct clutch 76 produce a second transmissionreverse ratio.

FIG. 2 shows the gear ratios and ratio steps produced by the primary andauxiliary gear units of the transmission of FIG. 1 when the gears andpinions have the number of gear teeth indicated in FIG. 3. FIG. 2 alsocontains the overall ratios produced by the transmission of FIG. 1 andthe ratio steps for an example of this invention in which the gears andpinions have the number of teeth indicated in the chart of FIG. 3. Theoverall transmission ratio span is 5.94.

The transmission of FIG. 1 can operate as described above upon deletingthe low/reverse one-way brake 54 from primary unit 30 and one-way brake80 from auxiliary unit 62. The low/reverse brake 50 is engaged insteadof producing a drive connection through low one-way brake 54 in thefirst and second forward ratios. Otherwise, the primary unit 30 operatesas discussed above with reference to FIG. 1. Similarly, the auxiliaryunit 62 produces its direct drive ratio by engaging the low brake 78instead of producing a drive connection through the one-way brake 80 inthe first, third and fourth forward ratios and in the first reverseratio. Otherwise, the auxiliary unit 62 operates as discussed above withreference to FIG. 1.

FIG. 4 is a schematic diagram of a transmission identical to that ofFIG. 1 except that it includes an auxiliary gear unit 100, which issubstituted for the auxiliary gear unit 62 of FIG. 1. Gear unit 100alternately produces a direct drive ratio and an overdrive ratio of thespeed of input 24 in relation to the speed of its input, which iscarrier 106. Gear unit 100 includes a sun gear 102, ring gear 104,carrier 106, and planetary pinions 108, rotatably supported on carrier106 and in continuous meshing engagement with sun gear 102 and ring gear104. Carrier 106 is driveably connect to carrier 38 by a chain drive 110or a set of meshing gears, and the output of gearset 100, taken at ringgear 104, is driveably connected to a pinion 82 of the final drive unit.

An auxiliary overdrive brake 112, a hydraulically actuated frictionbrake, releasably secures sun gear 102 against rotation on the housing52. An auxiliary coast clutch 114 releasably connects sun gear 102 andcarrier 106. An auxiliary one-way clutch 116, arranged in parallel withclutch 114, provides a one-way drive connection between sun gear 102 andcarrier 106.

FIG. 5 is a chart indicating the engaged and disengaged status of theclutches and brakes corresponding to each forward and reverse gear ratioof the transmission of FIG. 4. In FIG. 5, “X” indicates engagement ofthe friction clutches and brakes and transmission of torque by theoverrunning clutches and brakes. “O/R” indicates a one-way clutch orbrake is overrunning. A blank indicates there is no relative rotationacross the clutch or brake, or that no torque is being transmitted bythe clutch or brake. “()” indicates a clutch is engaged to provideengine braking during a coast condition, i.e., when torque istransmitted from the driven wheels to the engine crankshaft 14.

The primary unit 30 of the transmission of FIG. 4 produces four forwardratios and a reverse ratio identically as described above with referenceto the primary unit 30 of the transmission of FIG. 1. The auxiliary unit100 of the embodiment of FIG. 4 produces a direct drive ratio and anoverdrive ratio. The transmission of FIG. 4 produces six forward ratiosand two reverse ratios; however, the ratios of the auxiliary unit 100are combined with the forward ratios produced by the primary unit 30 asshown in FIG. 5, a different combination than that of FIG. 1.

FIG. 5 contains the ratios produced by the primary and auxiliary gearunits 30, 100 of the transmission of FIG. 4, the overall ratios producedby the transmission, and ratio steps when the gears and pinions have thenumber of gear teeth indicated in FIG. 6. The overall ratio span is5.94.

The transmission of FIG. 4 can operate as described above upon deletingthe low one-way brake 54 from primary unit 30 and one-way clutch 116from auxiliary unit 100. The low/reverse brake 50 is engaging instead ofproducing a drive connection through low one-way brake 54. Otherwise,the primary unit 30 operates as discussed above with reference to FIG.4. Similarly, the auxiliary unit 100 produces its direct drive ratio byengaging the low clutch 114 instead of producing a drive connectionthrough the one-way clutch 116. Otherwise, the auxiliary unit 100operates as discussed above with reference to FIG. 4.

FIG. 7 is a chart indicating the engaged and disengaged status of theclutches and brakes corresponding to each forward ratio and reverseratio produced by a seven speed version of the transmission of FIG. 1.The primary unit 30 produces four forward ratios and a reverse ratio;the auxiliary unit 62 produces a direct drive ratio and an underdriveratio; and the transmission produces seven forward ratios and tworeverse ratios. In FIG. 7, “X” indicates engagement of the frictionclutches and brakes and transmission of torque by the overrunningclutches and brakes. “O/R” indicates a one-way clutch or brake isoverrunning. A blank indicates there is no relative rotation across theclutch or brake, or that no torque is being transmitted by the clutch orbrake. “()” indicates a clutch is engaged to provide engine brakingduring a coast condition, i.e., when torque is transmitted from thedriven wheels to the engine crankshaft 14.

The primary unit 30 operates as described above with reference to FIG. 1by producing its first forward ratio in the first and second forwardtransmission ratios; by producing its second forward ratio in the thirdand fourth forward transmission ratios; by producing its third forwardratio, a direct drive ratio, in the fifth and sixth forward transmissionratios; and by producing its fourth forward ratio in the seventh forwardtransmission ratio.

The auxiliary unit 62 operates as described above by producing itsunderdrive ratio in the first, third and fifth forward transmissionratios; and by producing its direct drive ratio in the second, fourth,sixth and seventh forward transmission ratios. In this way, an additionratio, the fourth transmission ratio, is added to the six transmissionratios described above with reference to FIG. 1.

FIG. 7 contains the ratios produced by the primary and auxiliary gearunits 30, 62 and the overall ratios produced by the seven-speed versionof the transmission of FIG. 1 when the gears and pinions have the numberof teeth indicated in FIG. 8. The overall ratio span of the seven-speedtransmission of FIG. 7 is 8.01.

The transmission of FIG. 7 can operate as described above upon deletingthe low/reverse one-way brake 54 from primary unit 30 and one-way brake80 from auxiliary unit 62. The low/reverse brake 50 is engaging insteadof producing a drive connection through low one-way brake 54. Otherwise,the primary unit 30 operates as discussed above with reference toFIG. 1. Similarly, the auxiliary unit 62 produces its direct drive ratioby engaging the coast low brake 78 instead of producing a driveconnection through the one-way brake 80 Otherwise the auxiliary unit 62operates as discussed above with reference to FIG. 1.

FIG. 9 is a chart indicating the engaged and disengaged status of theclutches and brakes corresponding to each forward ratio and reverseratio produced by a seven speed version of the transmission of FIG. 4.The primary unit 30 produces four forward ratios and a reverse ratio;the auxiliary unit 100 produces a direct drive ratio and an overdriveratio; and the transmission produces seven forward ratios and tworeverse ratios. In FIG. 9, “X” indicates engagement of the frictionclutches and brakes and transmission of torque by the overrunningclutches and brakes. “O/R” indicates a one-way clutch or brake isoverrunning. A blank indicates there is no relative rotation across theclutch or brake, or the clutch or brake is transmitting that no torque.“()” indicates a clutch is engaged to provide engine braking during acoast condition, i.e., when torque is transmitted from the driven wheelsto the engine crankshaft 14.

The primary unit 30 operates as described above with reference to FIG. 1by producing its first forward ratio in the first and second forwardtransmission; by producing its second forward ratio in the third andfourth forward transmission ratios; by producing its third forwardratio, a direct drive ratio, in the fifth and sixth forward transmissionratios; and by producing its fourth forward ratio in the seventh forwardtransmission ratio.

The auxiliary unit 100 operates as described above with reference toFIG. 4 by producing its overdrive ratio in the second, fourth, sixth andseventh forward transmission ratios, and by producing its direct driveratio in the first, third and fifth forward transmission ratios. In thisway, an addition ratio, the fourth transmission ratio, is added to thesix transmission ratios described above with reference to FIG. 4.

FIG. 9 contains the ratios produced by the primary and auxiliary gearunits 30, 100 the overall ratios and ratio steps produced by theseven-speed version of the transmission of FIG. 4 when the gears andpinions have the number of teeth indicated in FIG. 10. The overall ratiospan of the seven speed transmission is 8.01.

The transmission of FIG. 9 can operate as described above upon deletingthe low one-way brake 54 from primary unit 30 and one-way clutch 116from auxiliary unit 100. The low/reverse brake 50 is engaging instead ofproducing a drive connection through low one-way brake 54. Otherwise,the primary unit 30 operates as discussed above with reference to FIG.4. Similarly, the auxiliary unit 100 produces its direct drive ratio byengaging the low clutch 114 instead of producing a drive connectionthrough the one-way clutch 116. Otherwise, the auxiliary unit 100operates as discussed above with reference to FIG. 4.

In accordance with the provisions of the patent statutes, the principleand mode of operation of this invention have been explained andillustrated in its preferred embodiment. However, it must be understoodthat this invention may be practiced otherwise than as specificallyexplained and illustrated without departing from its spirit or scope.

1. A multiple speed ratio transmission comprising: an input and anoutput; a primary gear unit driveably connected to the input andincluding a first output, for producing multiple ratios of a speed ofthe input to a speed of the first output; an auxiliary gear unitdriveably connected to the first output and located in series with theprimary gear unit between the input and output, for producing ratios ofa speed of the first output to a speed of the output; the primary gearunit including a first sun gear, a first ring gear, a first carrierdriveably secured to the first output, and first planetary pinionsrotatably supported on the first carrier in continuous meshingengagement with the first sun gear and the first ring gear; a second sungear, a second ring gear, a second carrier, and second planetary pinionsrotatably supported on the second cater in continuous meshing engagementwith the second sun gear and the second ring gear, the first carrierbeing secured to the second ring gear, the second carrier being securedto the first ring gear; the auxiliary gear unit including a third sungear, a third ring gear driveably secured to the first output, a thirdcarrier driveably secured to the output, and third planetary pinionsrotatably supported on the third carrier in continuous meshingengagement with the third sun gear and the third ring gear; an auxiliarydirect clutch for releasably connecting the third sun gear and the thirdcarrier; an auxiliary coast brake for releasably holding the third sungear against rotation; a forward clutch for releasably connecting theinput and first sun gear; a direct clutch for releasably connecting theinput and second carrier; a reverse clutch for releasably connecting theinput and second sun gear; a low/reverse brake for releasably holdingthe second carrier and first ring gear against rotation; and anintermediate brake for releasably holding the second sun gear againstrotation.
 2. The transmission of claim 1, further comprising: a chaindrive mechanism for driveably connecting the first carrier and theauxiliary gear unit.
 3. The transmission of claim 1, further comprising:a housing secured against rotation; and a first overrunning brake forproducing a one-way drive connection between the first ring gear and thehousing.
 4. The transmission of claim 1, further comprising: a housingsecured against rotation; and a second overrunning brake for producing aone-way dive connection between the third sun gear and the housing. 5.The transmission of claim 1 further comprising: a hydrokinetic torqueconverter having an impeller driveably connected to a power source, anda turbine hydrokinetically coupled to the impeller and driveablyconnected to the input.